Linked vehicle active networks

ABSTRACT

A vehicle active network ( 12 ) communicatively couples devices ( 14 - 20 ) within a vehicle ( 10 ). Device operation is independent of the interface ( 22 - 28 ) of the device ( 14 - 20 ) with the active network ( 12 ). Additionally, the architecture of the active network ( 12 ) provides one or more levels of communication redundancy. The architecture provides for the total integration of vehicle systems and functions, and permits plug-and-play device integration and upgradeability.

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The invention relates generally to the field of communicationsystems for vehicles such as automobiles and trucks, and moreparticularly, to communicatively coupling devices within the vehicle.

[0003] 2. Description of the Related Art

[0004] Microprocessor technology has greatly improved the efficiency,reliability and safety of the automobile. Microprocessor devices haveenabled airbags, anti-lock brakes, traction control, adaptive suspensionand power train control just to name a few of the areas where processingtechnology has literally transformed the automobile. These systems,first provided by manufacturers only on the most expensive luxury andperformance automobiles, are now common and even standard equipment onthe most affordable economy models. Soon, control-by-wire applicationswill become equally commonplace. For example, throttle-by-wire has beensuccessfully implemented on a number of vehicle platforms. Steer-by-wireand brake-by-wire applications are not far behind. Alternative fuelvehicles, including fuel cell vehicles, electric and hybrid vehicleswill require still more sophisticated control applications, and hencestill more processing capability.

[0005] The automobile is simultaneously being enhanced by informationtechnology. Satellite navigation systems, voice and data communications,and vehicle telemetry systems inform the driver, entertain thepassengers and monitor vehicle performance. These systems can providedriving directions, identify points of interest along the driver'sroute, remotely diagnose and/or predict vehicle problems, unlock thedoors, disable the vehicle if stolen or summon emergency personnel inthe event of an accident.

[0006] The growing amount and level of sophistication of vehicleoriented information technology presents the challenge to the automotiveengineer to implement and integrate these technologies with existing andemerging vehicle systems in an efficient manner. Current designphilosophy centers on the incorporation of one or more vehiclecommunication bus structures for interconnecting the various controlelements, sensors, actuators and the like within the vehicle. The designof these bus structures is often driven by compliance with governmentalregulations such as second-generation on-board diagnostics (OBD-II) andfederal motor vehicle safety standards (FMVSS). These structures offerlimited ability to adapt new technology to the vehicle. Moreover, giventhe typical four-year design cycle and ten-year life cycle of anautomobile, the technology within a vehicle may become significantlyobsolete even before the vehicle is brought to market, and the busarchitecture leaves the owner little ability to adapt new technology tothe vehicle. Notwithstanding these limitations, the bus architectureoffers a generally reliable, relatively fast platform for linkingelectronic devices and systems within the vehicle.

[0007] To link vehicle system technologies with vehicle informationtechnologies, there has been proposed to incorporate a networkarchitecture within the vehicle. For example, published PatentCooperation Treaty (PCT) application number WO 00/77620 A2 describes anarchitecture based on the Ethernet wherein devices within the vehicleare coupled to the network. This publication describes a networkincluding a cable backbone to which the devices are coupled and anetwork utility for controlling communications between the devices overthe network. Important to note is that the proposed network does notintegrate the vehicle systems, but instead is adapted to provide aplatform for adding information technologies, such as pagers, personaldigital assistants, navigations, etc. technologies to the vehicle. Thepower train, suspension, braking and airbag systems, as examples,utilize a vehicle bus for data communications, and these systems operateautonomously of the network described in the publication. A bridge orgateway is provide to couple the vehicle bus to the network as a deviceor client allowing data sharing between the bus and the network, but thedata communication needs of the vehicle systems are not serviced by thenetwork. A reason that these systems are designed to operateautonomously of the described network is that they have time critical,system critical data requirements that cannot be met by the networkstructure described. Additionally, the network described in thepublication suffers from numerous single points of failure, such as ifthe cable backbone is disrupted or the network utility fails.

[0008] Thus there is a need for an architecture for automotiveelectronic systems that facilitates the efficient, reliable integrationof in-vehicle electronic technologies and plug-and-play upgradeability.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The invention is described in terms of the several preferredembodiments set out fully below and with reference to the followingdrawings in which like reference numerals are used to refer to likeelements through out.

[0010]FIG. 1 is a block diagram illustration of an embodiment of avehicle active network according to the invention.

[0011]FIG. 2 is a block diagram illustration of the vehicle activenetwork shown in FIG. 1 illustrating multiple communication pathcapability of the vehicle active network.

[0012]FIG. 3 is a block diagram illustration of an alternate embodimentof a vehicle active network.

[0013]FIG. 4 is a graphic illustration of an embodiment of the vehicleactive network according to the invention.

[0014]FIG. 5 is a graphic illustration of a portion of the vehicleactive network illustrated in FIG. 4 illustrating propagation of timinginformation throughout the network.

[0015]FIG. 6 is a graphic illustration of an alternate embodiment of athree-dimensional vehicle active network.

[0016]FIG. 7 is a graphic illustration of an alternate embodiment of avehicle active network according to the invention incorporating a No-Gozone.

[0017]FIG. 8 is a graphic illustration of an embodiment of a vehicleactive network according to the invention providing packet redundancy.

[0018]FIG. 9 is a schematic illustration of an embodiment of an activenetwork element according to the invention.

[0019]FIG. 10 is a schematic illustration of an embodiment of a vehicleactive network including a device forming a portion of the vehicleactive network.

[0020]FIG. 11 is a schematic illustration of an alternate embodiment ofa vehicle active network including a device forming a portion of thevehicle active element.

[0021]FIG. 12 is a schematic illustration of an alternate embodiment ofa vehicle active network including a device forming a portion of thevehicle active element.

[0022]FIG. 13 is a schematic illustration of an alternate embodiment ofa vehicle active network including a device forming a portion of thevehicle active element.

[0023]FIG. 14 is a block diagram illustration of linked active networksaccording to an alternate embodiment of the invention.

[0024]FIG. 15 is a block diagram illustration of linked active networksaccording to an alternate embodiment of the invention.

[0025]FIG. 16 is a graphic illustration of an alternate embodiment of avehicle active network according to the invention incorporating a coreportion.

[0026]FIG. 17 is a graphic illustration of an alternate embodiment of avehicle active network illustrating adaptable scalability.

[0027]FIG. 18 is a graphic illustration of an alternate embodiment of avehicle active network illustrating adaptable scalability.

[0028]FIG. 19 is a block diagram illustration of a topology for avehicle active network according to a preferred embodiment of theinvention.

[0029]FIG. 20 is a block diagram illustration of a topology for avehicle active network according to an alternate preferred embodiment ofthe invention.

[0030]FIG. 21 illustrates various data packets that may be adapted foruse with a vehicle active network according to the preferred embodimentsof the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] An architecture for automotive functional systems according tothe invention is based upon inter-networking and computing principles.The architecture incorporates a vehicle active network forcommunicatively coupling devices within the vehicle. Device operation isindependent of the interface of the device with the active network.Additionally, the architecture of the active network provides one ormore levels of communication redundancy. The architecture provides forthe total integration of vehicle systems and functions, and permitsplug-and-play device integration, scalability and upgradeability.

[0032] The active network may include a plurality of communicativelycoupled active elements, which permit communication between devicescoupled to the active network without a network utility or arbiter. Theactive elements enable multiple simultaneous communication paths betweendevices within the vehicle. The multiple simultaneous communicationpaths may include a variety of potential paths among the activeelements, including, for example, alternative paths responsive tonetwork status, redundant paths or even a loop having a loop data ratedifferent from a path data rate of other communication paths.

[0033] The active network may be based upon packet data principles andimplement any suitable packet data transmission protocol. Suitablepacket data protocols include, but are not limited to, transmissioncontrol protocol/Internet protocol (TCP/IP), asynchronous transfer mode(ATM), Infiniband, and RapidIO. Each of these protocols, whenimplemented in an active network according to the various embodiments ofthe invention, permits one or more levels of redundant communicationcapability to ensure reliable data transfer while permitting activesystem diagnostics and fault tolerance.

[0034] The active network may incorporate a fabric of active networkelements communicatively coupling the devices. The fabric permitsmultiple simultaneous peer-to-peer communications. The active networkelements may be arranged in, for example, an array topology, amulti-drop topology, or an asymmetric topology. Furthermore, thearchitecture may incorporate one or more levels of wirelesscommunication. For example, the architecture supports peer-to-peer,one-to-many broadcast, many-to-many broadcast, intra-network andinter-network communications, device to network, vehicle-to-vehicle andvehicle to remote station wireless communications.

[0035] Many additional advantages and features of the invention will beapparent from the description of the various preferred embodiments. Atthe outset it is important to point out that the invention is describedin terms of embodiments implemented within a vehicle, or moreparticularly, an automobile. The terms vehicle and automobile as usedherein may include automobiles, trucks, buses, trailers, boats,airplanes, trains and the like. Therefore, references to vehicle orautomobile apply equally to virtually any type of commercially availablevehicle.

[0036]FIG. 1 illustrates a vehicle 10 including an active network 12 towhich various vehicle devices 14-20 are coupled via respectiveinterfaces 22-28. The devices may be sensors, actuators and processorsused in connection with various vehicle functional systems andsub-systems, such as, but not limited to, control-by-wire applicationsfor throttle, braking and steering control, adaptive suspension, poweraccessory control, communications, entertainment, and the like.

[0037] The interfaces 22-28 are any suitable interface for coupling theparticular device to the active network 12, and may be wire, optical,wireless or combinations thereof. The interfaced device is particularlyadapted to provide one or more functions associated with the vehicle.These devices may be data producing, such as a sensor, data consuming,such as an actuator, or processing, which both produces and consumesdata. Of course, an actuator, typically a data-consuming device, mayalso produce data, for example where the actuator produces dataindicating it has achieved the instructed state, or a sensor may consumedata, for example, where it is provided instructions for the manner offunction. Data produced by or provided to a device, and carried by theactive network 12, is independent of the function of the device itself.That is, the interfaces 22-28 provide device independent data exchangebetween the coupled device and the active network 12.

[0038] The active network 12 defines a plurality of communication paths30 between the devices. The communication paths 30 permit multiplesimultaneous peer-to-peer, one-to-many, many-to-many, etc.communications between the devices 14-20. Illustrated in FIG. 1, acommunication path 32, illustrated by the bold arrowed lines, may beformed between device 14 and device 20. This is not the onlycommunication path available for communications between devices 14 and20. Illustrated in FIG. 2, a path 34 may also couple devices 14 and 20.During operation of the vehicle 10, data exchanged between devices 14and 20 may utilize paths 32 and 34 or other paths between the devices.In operation, a single path may carry all of a single data communicationbetween the device 14 and the device 20, or several communication pathsmay carry portions of the data communication. Subsequent communicationsmay use the same path or other paths as dictated by the then state ofthe active network 12. This provides reliability and speed advantagesover bus architectures that provide single communication paths betweendevices, and hence are subject to failure with failure of the singlepath. Moreover, communications between other of the devices 14-20 mayoccur simultaneously using the communication paths 30.

[0039] The active network 12 may comply with transmission controlprotocol/Internet (TCP/IP), asynchronous transfer mode (ATM),Infiniband, RapidIO, or other packet data protocols. As such, the activenetwork 12 utilizes data packets, having fixed or variable length,defined by the applicable protocol. For example, if the active network12 uses asynchronous transfer mode (ATM) communication protocol, ATMstandard data cells are used.

[0040] The devices 14-20 need not be discrete devices. Instead, thedevices may be systems or subsystems of the vehicle and may include oneor more legacy communication media, i.e., legacy bus architectures suchas CAN, LIN, FLEXRAY or similar bus structures. In such embodiments, therespective interface 22-28 may be configured as a proxy or gateway topermit communication between the active network 12 and the legacy device14-20. Alternatively, and referring to FIG. 3, the device 18 of thevehicle 10 is communicatively coupled via an interface 35 to a busarchitecture 33. The bus architecture 33 is then coupled via theinterface 26 to the active network 12. The bus architecture may be aCAN, LIN, FLEXRAY or similar bus structure.

[0041] Referring to FIG. 4, an active network 36 in accordance with analternate embodiment of the invention includes a fabric 38 of activenetwork elements 40 communicatively coupling a plurality of devices44-50 via respective interfaces 52-58. Connection media 42 interconnectsthe active network elements 40. The connection media 42 may be boundedmedia, such as wire or optical fiber, unbounded media, such as freeoptical or radio frequency, or combinations thereof. In addition, theterm active network element is used broadly in connection with thedefinition of the fabric 38 to include any number of intelligentstructures for communicating data packets within the active network 36without an arbiter or other network controller and may include:switches, intelligent switches, routers, bridges, gateways and the like.Data is thus carried through the network 36 in data packet form guidedby the active elements 40.

[0042] The cooperation of the active elements 40 and the connectionmedia 42 define a plurality of communication paths between the devices44-50 that are communicatively coupled to the active network 36. Forexample, a route 60 defines a communication path from device 44 todevice 50. If there is a disruption 61 along the route 60 inhibitingcommunication of the data packets from the device 44 to the device 50,for example, if one or active elements are at capacity or have becomedisabled or there is a disruption in the connection media joining theactive elements along the route 60, a new route, illustrated as route62, can be used. Route 62 may be dynamically generated or previouslydefined as a possible communication path, to ensure the communicationbetween the device 44 and the device 50.

[0043] In some applications, it may be necessary to provide synchronizedactivity, which requires timing information be available within theactive network. FIG. 5 illustrates a portion 80 of an active networkthat includes a fabric 82 of active elements 84. Connection media 86interconnects the active elements 84. Active element 88 is defined as aroot node or a root element. A spanning tree algorithm may be used inassociation with the active network to define the plurality ofcommunication paths available within the active network. The pluralityof communication paths may be defined by the spanning tree algorithmduring an initial configuration, or may be defined by a running of thespanning tree algorithm during each power on cycle or by other periodicrunning of the spanning tree algorithm. Timing may be propagated fromthe root node element 88 in the form of timing messages 90 from the rootnode, active element 88, to each of the active elements 84 via theplurality of communication paths. From the root node, the spans ofconnecting media 86 between each active element 84, and hence any delayin clock cycles in such spans, is known, and therefore from the rootnode precise timing may be established at each of the active elements 84and likewise at each of the devices coupled to the active network.Timing within the active network may be absolute, or may bedifferential.

[0044] Differential, or relative, timing is possible based on theconfiguration of the active network and the data packets. Thepoint-to-point connections within the active network allow accuratecalculation of time to traverse the network. Thus, one is able to knowwhen a packet was generated based upon the point in the network itstarted at, the route it took, and when it arrived at the current point.The time the packet was generated is thus, “now” minus x units of time,where the x units of time is the known time based on the route. In thisscenario for timing, a central or root node may not be required.

[0045] Timing information within the network may degrade, for example asthe result of clock skew. Having the root node send periodic timingmessages refreshes the timing information. Data packets communicatedwithin the active network may also contain timing information allowingindividual devices to update the timing information on an ongoing basis.Of course, the data packets may also contain timing information toindicate when certain activities are to take place, or to indicate thefreshness of the information. Other methods for establishing timingwithin the active networks apart from the root node concept may beemployed.

[0046]FIG. 6 illustrates an active network 100 including a fabric 102 ofactive network elements 104 arranged in a three-dimensionalconfiguration. Connection media 106 communicatively couples the activenetwork elements 104. The connection media may be wire, optical, radiofrequency or combinations thereof. The three-dimensional configurationof fabric 102 may be used in connection with virtually any of theembodiments of an active network in accordance with the invention, anddemonstrates the flexibility and scalability of such active networks.

[0047]FIG. 7 illustrates the active network 36 (FIG. 4) modified toinclude a No-Go zone 64. The No-Go zone 64 exclusively reserves aportion of the fabric 38, namely the active elements and connectionmedia contained within the No-Go zone 64, for communication of databetween device 46 and the device 48. The No-Go zone 64 may reserve asufficient portion of the fabric 38 to provide a plurality of possiblecommunication paths between the devices 46 and 48, or may reserve asingle communication path. The No-Go zone 64 may be configured to carrydata packets to/from the device 46 and to/from the device 48 to theexclusion of any other data packets. Alternatively, the No-Go zone 64may be available for communication of data packets to/from any deviceprovided that data packets to/from devices 46 and 48 have transmissionpriority. Still further, criteria may be established relating to the useof the No-Go zone 64 to transmit data to/from devices other than devices46 and 48. For example, where a fault in the switch fabric requires useof the No-Go zone 64 or where the non-exclusive use of the No-Go zone 64does not exceed a threshold percentage of the overall capacity of theNo-Go zone.

[0048] The No-Go zone 64 provides assured communication capabilitybetween the devices associated with the No-Go zone 64. For example, ifthe devices 46 and 48 are associated with a steer-by-wire application,proper vehicle function requires that the data for this application betransmitted to the appropriate devices. Providing priority to the datapackets associated with the steer-by-wire application and transmittingthem within the switch fabric 38 generally may not sufficiently ensurethe data packets are timely delivered. However, reserving a portion ofthe switch fabric 38, i.e., the No-Go zone 64, provides the advantagesof a hard connection between the devices while preserving theflexibility of utilizing the entire switch fabric 38, if needed, shoulda fault occur within the No-Go zone 64. While described in connectionwith the active network 36 illustrated in FIG. 4, the concept of theNo-Go zone may be applied to any of the active network architecturescontemplated by the invention, including those shown in the embodimentsillustrated in FIGS. 1 and 2. Furthermore, while the No-Go zone 64 isshown as two-dimensional in FIG. 7, the No-Go zone 64 may correspond indimension to that of the fabric of active network elements. Also, theNo-Go zone 64 may be dynamically redefined during operation of thevehicle.

[0049] The multi-path architecture of the active network 12 and theactive network 36 permits fault tolerance and fault diagnosis to beeasily incorporated via data stream replication. Fault tolerance may beprovided using replicated data packets sent along the same communicationpath or multiple data paths. An embodiment wherein data packets arereplicated and transmitted along redundant paths is illustrated in FIG.8, which again depicts the active network 36. Device 46 iscommunicatively coupled to the fabric 38 by interface 54. At switchelement 66, data packets received from the device 44 are replicated,forming two streams of data packets (data streams). Of course more thantwo data streams may be generated, and additional data streams addadditional levels of redundancy. The data streams are transmitted fromthe device 44 to the device 50 via different communication paths, andpaths 68 and 70 are two of the numerous possible paths that may beformed in the switch fabric 3 8 from the device 46 to the device 50. Notall data packets need to travel on the same path, and the paths 68 and70 merely illustrate the concept of the redundant paths. The redundancyprovided by the two data streams (replicated data packets) enhancesreliability because a failure or disruption of one of the streams doesnot completely interrupt transmission of the data between the devices.Moreover, by monitoring receipt of the data streams at the device 50 itis possible to determine whether a fault exists in the fabric 38, and toisolate the fault to a region of the fabric 38. That is, the fault willlie on one of the two paths 68 and 70 on which the transmission of therespective data stream failed. Additionally, performance of the fabric38 may be measured based upon time of arrival data of the two datastreams.

[0050]FIG. 9 illustrates an active element 110 that may be used inconnection with the fabric 38. To illustrate the functionality and theadaptability of the active element 110, it is shown to include aplurality of input ports 112, output ports 114 and input/output ports116 and 118. Various configurations of the active element 110 havingmore or fewer ports may be used in an active network depending on theapplication. The active element 110 may further include a processor 120coupled with a memory 122. The processor 120 includes a suitable controlprogram for effecting the operation of the active element 110 forcoupling inputs to outputs in order to transmit data packets withinfabric 38.

[0051] The simplex input ports 112 and output ports 114 may be adaptedfor optical media, while the duplex input/output ports 116 and 118 maybe adapted for electrical media. Additionally, the active element 110may include a radio frequency (RF) transceiver 124 for RF transmissionof data packets to other switch elements within the switch fabric 38 andto switch elements of other active networks, for example active networkslocated in nearby vehicles. The switch element 110 may be an assembly ofcircuit components or may be formed as a single integrated circuitdevice.

[0052]FIG. 10 illustrates an alternate embodiment providing faulttolerance and fault detection. As illustrated in FIG. 8, a singleinterface 52 couples the device 44 to the fabric 38. Failure of theinterface 52 would result in the device 44 becoming uncoupled from thefabric 38. Referring then to FIG. 10, a portion 130 of a fabric, such asfabric 38, includes a plurality of active elements 132 communicativelycoupled by connecting media 134. A device 136 is communicatively coupledto the portion 130. The device 136 includes an active element 138integral to the device, and providing a plurality of input/output ports.The plurality of input/output ports, three of which are illustrated inFIG. 10, couple to interfaces 140, 142 and 144. The interfaces 140, 142and 144 are communicatively coupled to switch elements 146, 148 and 150,respectively, of the portion 130. In this manner, the device 136 iscommunicatively coupled via a plurality of communication paths to theportion 130 of the fabric. Data streams may be communicated along eachof the communication paths to a destination device. This addsreliability by providing redundant paths from the device 136 to thefabric. It is also possible to determine the existence and locations offaults and fabric performance by monitoring the receipt of the datastreams at the destination device along each of the plurality ofcommunication paths.

[0053] In FIG. 11, the device 136 of FIG. 10 has been replaced by asub-system 152. The sub-system 152 includes a plurality of devices154-158 that are coupled via interfaces 160-164, respectively, to anactive element 166 within the device 136. The active element 166 is thencoupled to the portion 130 of the fabric. The active element 166 maycouple data streams from one or more of the devices 160-164 to theportion 130. Moreover, the data streams may be coupled on multiplecommunication paths 140-144 to the portion 130.

[0054] In FIG. 12, the device 170 includes redundant elements 172 and174. That is, each of elements 172 and 174 are designed to provide therequired function of the device 170. In addition to providing avehicle-related function, the device 170 also includes device elements176 and 178, i.e., active network elements integrated within the device170 which also form a portion of the active network. The device elements176 and 178 are coupled to active elements 146 and 148 of the portion130. The device elements 172 and 174 are also coupled to each of theactive elements 176 and 178 within the device 170 via connection media184. Redundant function and redundant coupling of the device 170 to thefabric is provided by this arrangement ensuring that failure of eitherdevice elements 172 or 174 and/or failure of active elements 176 and 178and/or active elements 146 and 148 will not cause a loss of the functionof the device 170.

[0055] In FIG. 13, the system 180 includes devices 182, 184 and 186.Each of devices 182-186 may be designed to provide the same function,i.e., triple redundancy, or may provide separate functions. The system180 also includes device elements 188-192. The device elements 188-192are respectively coupled to active elements 146-150 of the portion 130.The device elements 188-192 are also coupled to each other by connectionmedia 183-187. Thus, triply redundant function and coupling is provided.

[0056]FIG. 14 illustrates wireless coupling of active networks acrossvehicles. A first vehicle 200 includes an active network 202 including aplurality of active elements, two of which are indicated as 204 and 206.All of the active elements, including the elements 204 and 206, arecommunicatively coupled via media 208. A second vehicle 210 includes anactive network 212 including a plurality of active elements, two ofwhich is indicated as 214 and 216. All of these active elements,including the active elements 214 and 216, are communicatively coupledvia media 218. Each of the active elements 204 and 206 includes wirelesscommunication capability, and similarly, each of the active elements 214and 216 includes wireless communication capability. For example, theactive elements 204, 206 and 214, 216 may incorporate a radio frequencytransceiver permitting these devices to communicate via radio frequencytransmissions.

[0057] As shown in FIG. 13, the active element 204 is communicativelycoupled with the active element 214 via radio frequency transmissions220, and the active element 206 is communicatively coupled with theactive element 216 via radio frequency transmissions 222. In thismanner, multiple vehicles may be linked via the active elements disposedwithin the active networks. Linking the active networks in this mannereffectively expands the active networks of both vehicles, and hence thenumber of communication paths available to link devices in any of thelinked vehicles. An automobile may be communicatively coupled to atrailer that it is towing. Two vehicles traveling together can be linkedin order to exchange messages, vehicle functional data, entertainmentprogramming, etc. For example, passengers in linked vehicles may jointlyplay electronic games or watch video programming. A vehicle disabledbecause of the failure of one or more devices may be rendered operablein tandem with a rescue vehicle to which it is linked by using thefunctioning devices in the rescue vehicle to provide the function toboth. Similarly, if a device becomes isolated in a vehicle because of afailure of a portion of the active network, communication to the devicemay be reestablished using a linked surrogate vehicle to providecommunication paths to the isolated device.

[0058] While all of the active elements forming an active network mayinclude radio frequency transmission capability, for inter-vehiclelinking of active networks, as opposed to intra-vehicle linking ofactive elements, linking may be limited to selected ones of the activeelements. These selected active elements may include security,authentication, encryption, etc. capability. Thus, while an activeelement within the vehicle may wirelessly link to virtually any otheractive element within the active network, active networks may be limitedto linking via particular active elements. Moreover, the types andquantities of data exchanged may be limited. For linked active networkswith low security and lacking encryption, the link may be limited totransmission of non-identifying vehicle operating data. For example, ina one-to-many broadcast application, a vehicle's headlights may bemodulated to signal oncoming traffic about a traffic event. In thiscase, the signaling vehicle's headlights are a first wireless interface,and a photo-diode or similar device on the receiving vehicle is a secondwireless interface. Many vehicles may report the event in this orsimilar fashion, and many other vehicles may receive the reportedinformation thus establishes a many-to-many multicast.

[0059] One of the many applications of linking of active networks is theability to upgrade systems by upgrading software within vehicles withouthaving the vehicle return to a repair facility. Vehicles may identifyupgraded software via the linking of active networks and request a copyof the upgraded software be communicated to the active network. Whilethis process may be made seamless and transparent to the vehicleoperator, safeguards may be included permitting the vehicle operator toauthorize any such sharing and implementation of such upgraded software.Navigation, entertainment, and other similar program data may be sharedvia the inter-vehicle linking of active networks.

[0060]FIG. 15 illustrates an alternate arrangement for wireless couplingof active networks across vehicles. A first vehicle 240 includes anactive network 242 including a plurality of active elements. Coupled tothe active network 242 is a wireless interface 244. A second vehicle 246includes an active network 248 including a plurality of active elements.The second vehicle 246 also includes a wireless interface 250. Eachwireless interface 244 and 250 includes a suitable transceiver, such asan optical or radio frequency transceiver, and each may also includeprocessing capability and memory. The wireless interfaces 244 and 250arbitrate the wireless linking of the active networks 242 and 248providing required authentication, security and encryption.

[0061] Referring now to FIG. 16, the active network 36 (FIG. 4) isadapted to include a core network portion 260. The core network portion260 includes a plurality of core active elements 262. The core activeelements 262 are communicatively coupled only to other active elements,whether core active elements 262 or other, peripheral active elements 40forming a peripheral portion of the active network 36. High-speed media264 provides interconnections between core active elements 262. In thismanner, data may be transferred through the core network portion 260 ata first, high data rate, and transferred to/from devices coupled to theactive network 36 at a second, slower data rate. Alternatively, theinterconnection of the core active elements may be made using multiplecommunication links providing enhanced communication capacity. Devicesare coupled to the active network via the peripheral active elements.

[0062]FIG. 17 illustrates the active network 36 adapted to include “fatpipe” members 270 and 272. Fat pipe members 270 and 272 provide directcoupling of the active element 274 to the active element 276 and theactive element 278 to the active element 280, respectively. The fat pipemembers 270 and 272 may be, and generally are high speed data carryingmembers adapted for particular applications, and may be particularlyadapted to provide scalability in an after-market arrangement, such ascoupling a DVD player to a video display. In that regard, the originalequipment active elements may be replaced with the active elements274-280 capable of handling the higher data capacity of the fat pipemembers 270 and 282. Alternatively, the fat pipe members 270 and 272 mayprovide scalability in original equipment applications. For example, thefabric 38 may be configured for a base level of vehicle options, whilepremium options are provided by adding the fat pipe members 270 and 272.

[0063]FIG. 18 illustrates the active network 36 adapted with additionalactive elements 290 and 292 and connection media 294-302 coupling theactive elements 290 and 292 to the active network 36. FIG. 18illustrates the manner in which active networks in accordance with theinvention may be expanded, by adding connection media and additionalactive elements to the fabric as needed. If necessary, existing activeelements may be replaced with active elements having a sufficient numberof ports to be able to add the connection media 294-302. Moreover, theconnection media 294-302 may have a higher data capacity than theexisting connection media 294-302. As will be further appreciated fromthe embodiments of the invention illustrated in FIGS. 17 and 18, thefabric including either the “fat pipe” members or the additional activeelements does not need to have a uniform configuration, and may have anasymmetric configuration.

[0064]FIGS. 19 and 20 illustrate alternative active networkconfigurations. In FIG. 19, an active network 310 includes a ring 312 ofinterconnected active network elements (not depicted). A plurality ofdevices 314-322 is communicatively coupled by interfaces 324-332,respectively to the ring 312 in a multi-drop arrangement. Additionally,devices 320 and 322 are coupled for peer-to-peer communications bycommunication link 344. Communication link 334 may be formed of anysuitable media, including wire, optical, radio frequency or combinationsthereof. The device 320 therefore may communicate with the device 322via the network 312 or directly via the peer communication link 334.

[0065] In FIG. 20, an active network 340 includes a backbone 342 ofinterconnected active elements to which a plurality of devices 344-352is communicatively coupled by interfaces 354-362, respectively to thebackbone in a multi-drop arrangement. Additionally, devices 348 and 352are coupled for peer-to-peer communications by communication link 364.Communication link 364 may be formed of any suitable media, includingwire, optical, radio frequency or combinations thereof. The device 348therefore may communicate with the device 352 via the network 340 ordirectly via the peer communication link 364.

[0066]FIG. 21 illustrates several data packet configurations that may beused in connection with active networks according to the embodiments ofthe invention. As described, the active networks may be configured tooperate in accordance with TCP/IP, ATM, RapidIO, Infiniband and othersuitable communication protocols. These data packets include structureto conform to the standard required. A typical data packet, such as thedata packet 400 includes a header portion 402, a payload portion 404 anda trailer portion 406. As described herein, the active network and thenetwork elements forming the active network may contain processingcapability. In that regard, a data packet 410 includes along with aheader portion 412, payload portion 414 and trailer portion 416 anactive portion 418. The active portion may cause the network element totake some specific action, for example providing alternate routing ofthe data packet, reconfiguration of the data packet, reconfiguration ofthe network element, or other action, based upon the content of theactive portion. The data packet 420 includes an active portion 428integrated with the header portion 422 along with a payload portion 424and a trailer portion 426. The data packet 430 includes a header portion432, a payload portion 434 and a trailer portion 436. An active portion438 is also provided, disposed between the payload portion 434 and thetrailer portion 436. Alternatively, as shown by the data packet 440, anactive portion 442 may be integrated with the trailer portion 444 alongwith a payload portion 446 and a header portion 448. The data packet 450illustrates a first active portion 460 and a second active portion 458,wherein the first active portion 460 is integrated with the headerportion 452 and the second active portion 458 is integrated with thetrailer portion 456. The data packet 450 also includes a payload portion454. Certainly numerous other arrangements of the data packets for usewith the present invention may be envisioned.

[0067] The data, and particularly the data packets, sent within theactive network may be encrypted. The encryption function may be providedby the interface of the device to the active network, e.g., interfaces22-28 (FIG. 1) or by the active network element of the active network towhich the device is coupled. Data may be encrypted to ensure that it isnot altered as it is communicated within the active network, which maybe important for the proper function of various safety systems of thevehicle or to ensure compliance with governmental regulation. A suitablepublic or private key encryption algorithm may be employed, and the datamay be encrypted before being packetized or the individual data packetsmay be encrypted after packetization. Moreover, detecting errors in thedata upon decrypting may provide an indication of an error or faultcondition in the active network along the route utilized by data packet,which caused the corruption of the data packet.

[0068] The active portion of the data packet may represent a packetstate. For example, the active portion may reflect a priority of thedata packet based on aging time. That is, a packet initially generatedmay have a normal state, but for various reasons, is not promptlydelivered. As the data packet ages as it is routed through the activenetwork, the active portion can monitor time since the data packet wasgenerated or time when the packet is required, and change the priorityof the data packet accordingly. The packet state may also represent anerror state, either of the data packet or of one or more elements of theactive network. The active portion may also be used to messenger dataunrelated to the payload within the network, track the communicationpath taken by the data packet through the network, provide configurationinformation (route, timing, etc.) to active elements of the activenetwork, provide functional data to one or more devices coupled to theactive network or provide receipt acknowledgment.

[0069] The invention has been described in terms of several embodiments,including a number of features and functions. Not all features andfunctions are required for every embodiment of the invention, and inthis manner the invention provides an adaptable, fault tolerant, activenetwork architecture for vehicle applications. The features discussedherein are intended to be illustrative of those features that may beimplemented; however, such features should not be considered exhaustiveof all possible features that may be implemented in a system configuredin accordance with the embodiments of the invention.

We claim:
 1. A method for providing data communication in vehicles, themethod comprising the steps of: providing within a first vehicle a firstvehicle active network providing intra-vehicle data communications fordevices communicatively coupled to the first vehicle active network;providing within a second vehicle a second vehicle active networkproviding intra-vehicle data communications for devices communicativelycoupled to the second vehicle active network; communicatively linkingthe first vehicle active network and the second vehicle active network;and communicating data from a first device communicatively coupled toone of the first vehicle active network and the second vehicle activenetwork to a second device communicatively coupled to one of the firstvehicle active network and the second vehicle active network using thefirst vehicle active network and the second vehicle active network. 2.The method of claim 1, further comprising the step of providing datafrom the first vehicle to the second vehicle via the first vehicleactive network and the second vehicle active network.
 3. The method ofclaim 2, wherein the data comprises navigation data.
 4. The method ofclaim 2, wherein the data comprises entertainment data.
 5. The method ofclaim 2, wherein the data comprises message data.
 6. The method of claim2, wherein the data comprises vehicle function data.
 7. The method ofclaim 1, wherein the step of communicatively linking the first activenetwork and the second active network comprises providing a wired datalink.
 8. The method of claim 1, wherein the step of communicativelylinking the first active network and the second active network comprisesproviding a radio frequency data link.
 9. The method of claim 1, whereinthe step of communicatively linking the first active network and thesecond active network comprises providing an optical data link.
 10. Themethod of claim 1, wherein the first vehicle comprises a motor vehicleand the second vehicle comprises a non-motor vehicle.
 11. The method ofclaim 1, wherein the second vehicle is towed by the first vehicle. 12.The method of claim 1, further comprising communicatively linking athird active network of a third vehicle to one of the first activenetwork and the second active network.
 13. The method of claim 1,further comprising the steps of: determining the existence of a fault inthe first vehicle, and bypassing the fault in the first vehicle usingthe second active network.
 14. The method of claim 1, wherein the stepof communicatively linking the first active network and the secondactive network comprises automatically linking the first active networkand the second active network based upon a proximity of the firstvehicle to the second vehicle.
 15. A vehicle comprising a first deviceand a second device and a first active network interconnecting the firstdevice and the second device, the active network being adaptable tocommunicatively link to a second active network of a second vehicle. 16.The vehicle of claim 15, wherein the first active network comprises aninterface for communicatively linking the first active network and thesecond active network.
 17. The vehicle of claim 15, wherein theinterface comprises a wired coupling.
 18. The vehicle of claim 15,wherein the interface comprises a radio frequency coupling.
 19. Thevehicle of claim 15, wherein the interface comprises an opticalcoupling.
 20. The vehicle of claim 15, wherein the second vehiclecomprises a non-motor vehicle.
 21. The vehicle of claim 20, wherein thesecond vehicle is towed by the vehicle.
 22. The vehicle of claim 15,wherein the data is communicated between the first active network andthe second active network.
 23. The vehicle of claim 22, wherein the datecomprises navigation data.
 24. The vehicle of claim 22, wherein the datecomprises entertainment data.
 25. The vehicle of claim 22, wherein thedate comprises message data.
 26. The vehicle of claim 22, wherein thedate comprises vehicle function data.
 27. The vehicle of claim 15,wherein the first active network is adapted to automatically link to thesecond active network based upon a proximity of the second vehicle. 28.A communication network comprising: a plurality of vehicles, eachvehicle having an active network for data communication within thevehicle, each active network being adapted to communicatively couple tothe active network of at least one other vehicle of the plurality ofvehicles, and wherein the active networks of at least two vehicles ofthe plurality of vehicles are communicatively coupled.
 29. Thecommunication network of claim 28, wherein the active networks of the atleast two vehicles communicatively link based upon a proximity of the atleast two vehicles.
 30. The communication network of claim 28, whereinthe at least two vehicles are operable to exchange data via thecommunicatively coupled active networks.